KR20240017207A - Electric propulsion ship - Google Patents

Abstract

In accordance with one embodiment of the present invention, an electric propulsion vessel is provided.
An electric propulsion ship according to an embodiment of the present invention includes a hull, a fuel tank installed on the hull and storing liquefied natural gas therein, and liquefied natural gas supplied from the fuel tank and reformed to produce reformed gas containing hydrogen. A reformer that generates a fuel cell that generates electricity by electrochemically reacting the reformed gas supplied to the fuel electrode and the air supplied to the air electrode, a propeller motor that generates propulsion using the electricity generated in the fuel cell, and a fuel electrode. It may include a carbon dioxide capture module that removes carbon dioxide contained in the anode exhaust gas by passing the anode exhaust gas containing carbon dioxide through a separator.

Description

Electric propulsion ship

The present invention relates to electric propulsion ships, and more particularly to electric propulsion ships capable of reducing carbon dioxide emissions.

As air pollution due to pollutants contained in exhaust gases generated during the combustion process of fuel increases, the development of ships that are environmentally friendly and capable of propulsion with high efficiency is required, and fuel cells are emerging as one of the next-generation power sources. In other words, hydrogen generated by reforming liquefied natural gas is electrochemically reacted in a fuel cell to generate electricity, and the generated electricity is supplied to the motor to generate power necessary for propulsion of the ship.

Meanwhile, ships propelled using electricity generated from fuel cells do not emit pollutants such as nitrogen oxides and sulfur oxides, but use hydrogen generated by reforming liquefied natural gas as fuel, so they burn liquefied natural gas. Therefore, there is a problem of emitting carbon dioxide in the same way as ships equipped with combustion engines that generate propulsion. In other words, conventional ships with fuel cells are subject to the IMO (International Maritime Organization) ship greenhouse gas emissions target of reducing carbon dioxide emissions by 40% by 2030 and 70% by 2050 compared to 2008. Unable to meet emission regulations.

Accordingly, there is a need for electric propulsion ships that can reduce carbon dioxide emissions and satisfy the International Maritime Organization's greenhouse gas emission regulations.

Republic of Korea Patent Publication No. 10-2020-0023373 (2020.02.26.)

The technical problem to be achieved by the present invention is to provide an electric propulsion ship that can reduce carbon dioxide emissions.

The technical problems of the present invention are not limited to the technical problems mentioned above, and other technical problems not mentioned will be clearly understood by those skilled in the art from the description below.

An electric propulsion ship according to an embodiment of the present invention for achieving the above technical problem includes a hull, a fuel tank installed on the hull, storing liquefied natural gas therein, and supplying the liquefied natural gas from the fuel tank. A reformer for receiving and reforming to produce a reformed gas containing hydrogen, a fuel cell for generating electricity by electrochemically reacting the reformed gas supplied to the fuel electrode with the air supplied to the air electrode, and electricity generated from the fuel cell. It includes a propeller motor that generates propulsion, and a carbon dioxide capture module that removes carbon dioxide contained in the anode exhaust gas by passing the anode exhaust gas containing carbon dioxide emitted from the anode through a separator.

The electric propulsion vessel further includes an anode discharge line connected to the anode to discharge the anode exhaust gas, and a branch line branching from the anode discharge line, wherein the carbon dioxide capture module may be installed on the branch line. there is.

The electric propulsion vessel may further include a pretreatment unit installed on the branch line in front of the carbon dioxide capture module to remove water vapor and impurities contained in the anode exhaust gas.

The electric propulsion vessel is installed on the branch line between the pretreatment unit and the carbon dioxide capture module, and may further include a compressor that pressurizes the anode exhaust gas with power generated by the fuel cell.

The electric propulsion ship is installed on the air electrode discharge line connected to the air electrode to discharge air electrode exhaust gas containing nitrogen and oxygen, and the anode discharge line at the front of the branch line, and discharges the air electrode exhaust gas from the air electrode discharge line. It may further include an oxidation reactor that receives gas and oxidizes unreacted methane contained in the anode exhaust gas into carbon dioxide.

The electric propulsion ship is installed on the anode discharge line between the oxidation reactor and the branch line, and may further include an economizer that generates steam by exchanging heat with the anode exhaust gas.

The air electrode discharge line may join the anode discharge line at a rear end of the branch line via the economizer.

The electric propulsion vessel may further include a circulation line that branches off from the anode discharge line in front of the oxidation reactor and circulates the anode exhaust gas to the front of the reformer.

The separation membrane may be formed by processing a polymer material that selectively permeates carbon dioxide into a hollow fiber membrane.

The electric propulsion ship further includes a vaporizer that forcibly vaporizes the liquefied natural gas stored in the fuel tank to generate forced vaporization gas, and the reformer may reform the forced vaporization gas to generate the reformed gas. .

According to the present invention, some of the anode exhaust gas emitted from the anode of the fuel cell is supplied to a membrane-type carbon dioxide capture module to remove carbon dioxide contained in the anode exhaust gas and then discharged into the atmosphere, so that it can be used in the greenhouse of the International Maritime Organization. Gas emission regulations can be easily met. In particular, the amount of anode emissions supplied to the carbon dioxide capture module is adjusted in response to greenhouse gas emission regulations that differ in each operating sea area, so the ship can be operated economically.

In addition, a pretreatment unit is installed in front of the carbon dioxide capture module to remove water vapor and impurities contained in the anode exhaust gas, thereby preventing performance degradation of the carbon dioxide capture module.

In addition, since the steam generated by the economizer is supplied to various needs within the ship and used as a heat source, there is no need to operate a separate boiler for steam generation, thereby reducing energy consumption and generating additional carbon dioxide due to the operation of the boiler. It can be prevented.

1 is a diagram illustrating an electric propulsion ship according to an embodiment of the present invention.
FIG. 2 is an enlarged view of the fuel cell of FIG. 1.
Figure 3 is an enlarged view of the carbon dioxide capture module of Figure 1.
Figure 4 is an operational diagram for explaining the operation of an electric propulsion ship.

The advantages and features of the present invention and methods for achieving them will become clear by referring to the embodiments described in detail below along with the accompanying drawings. However, the present invention is not limited to the embodiments disclosed below and may be implemented in various different forms. The present embodiments are merely provided to ensure that the disclosure of the present invention is complete and to be understood by those skilled in the art. It is provided to fully inform those who have the scope of the invention, and the present invention is only defined by the scope of the claims. Like reference numerals refer to like elements throughout the specification.

Hereinafter, with reference to FIGS. 1 to 4, an electric propulsion ship according to an embodiment of the present invention will be described in detail.

The electric propulsion ship according to the present invention can be propelled by supplying hydrogen generated by reforming liquefied natural gas as fuel to a fuel cell and operating a propulsion motor with electricity generated from the fuel cell.

Electric propulsion ships supply some of the anode exhaust gases emitted from the anodes of fuel cells to a membrane-type carbon dioxide capture module to remove carbon dioxide contained in the anode exhaust gases and then discharge them into the atmosphere, thereby complying with the International Maritime Organization's greenhouse gas requirements. Emission regulations can be easily met. In particular, the amount of anode emissions supplied to the carbon dioxide capture module is adjusted in response to greenhouse gas emission regulations that differ in each operating sea area, so the ship can be operated economically. In addition, a pretreatment unit is installed in front of the carbon dioxide capture module to remove water vapor and impurities contained in the anode exhaust gas, thereby preventing performance degradation of the carbon dioxide capture module. In addition, since the steam generated by the economizer is supplied to various needs within the ship and used as a heat source, there is no need to operate a separate boiler for steam generation, thereby reducing energy consumption and generating additional carbon dioxide due to the operation of the boiler. There are features that can be prevented.

Hereinafter, with reference to FIGS. 1 to 3, the electric propulsion vessel 1 will be described in detail.

FIG. 1 is a diagram showing an electric propulsion ship according to an embodiment of the present invention, FIG. 2 is an enlarged view of the fuel cell of FIG. 1, and FIG. 3 is an enlarged view of the carbon dioxide capture module of FIG. 1. am.

The electric propulsion ship 1 according to the present invention includes a hull 10, a fuel tank 20, a reformer 30, a fuel cell 40, a propulsion motor 50, and a carbon dioxide capture module 60.

The hull 10 forms the external shape of the electric propulsion ship 1, and the outer surface is formed in a streamlined shape to minimize resistance due to seawater. The hull 10 is propelled by the propulsion force generated by the propulsion motor 50, which will be described later, and has a fuel tank 20, a reformer 30, a fuel cell 40, a propulsion motor 50, and a carbon dioxide capture module 60 inside. ) is installed.

The fuel tank 20 is a tank that stores liquefied natural gas therein, and at least one fuel tank 20 may be installed in the hull 10. The fuel tank 20 is formed in an insulating structure to minimize vaporization of extremely low temperature liquefied natural gas, and the liquefied natural gas stored in the fuel tank 20 is transferred to the vaporizer (100) through a flow pipe (not shown) connected to one side. ) is supplied.

The vaporizer 100 generates forced vaporization gas by forcibly vaporizing the liquefied natural gas stored in the fuel tank 20. For example, liquefied natural gas can be forcibly vaporized by heat exchange with a heat medium such as high-temperature steam. . Forced vaporization gas generated in the vaporizer 100 is supplied to the reformer 30.

The reformer 30 receives liquefied natural gas, more specifically, forced vaporization gas generated in the vaporizer 100, from the fuel tank 20, and reforms it to generate a reformed gas containing hydrogen, for example, steam. It can be formed as a reformer. The reformer 30 can convert the forced vaporization gas into a reformed gas whose main component is hydrogen by reforming the forced vaporization gas and steam. If necessary, the reformer 30 may convert the forced vaporization gas into a reformed gas consisting only of hydrogen. The reformer 30 can generate reformed gas according to <Reaction Formula 1> below.

<Scheme 1>

CH ₄ + 2H ₂ O → 4H ₂ + CO ₂

Forced vaporization gas undergoes a reforming reaction with high-temperature steam (H ₂ O) to produce hydrogen (H ₂ ) and carbon dioxide (CO ₂ ). In other words, high-temperature steam can act as an oxidizing agent that converts forced vaporization gas into reformed gas. The reformed gas may contain hydrogen (H ₂ ), carbon dioxide (CO ₂ ), small amounts of unreacted methane (CH ₄ ), and carbon monoxide (CO).

The reformed gas generated in the reformer 30 is supplied to the fuel cell 40. The fuel cell 40 receives reformed gas to the anode 41 from the anode supply line 41a connected to the reformer 30, and receives the air electrode from the air electrode supply line 42a connected to the outside or an air storage tank (not shown). (42) By receiving air, the reformed gas can be electrochemically reacted to generate electricity. Here, the term air is not limited to general air consisting of about 80% nitrogen and about 20% oxygen that can be obtained in natural conditions, and the concentration of oxygen may be higher or lower than that of general air, and may be It may contain some substances different from those of air. In other words, air may refer to a gas containing oxygen necessary for the fuel cell 40. Since a blower (not shown) and a filter (not shown) are installed on the air electrode supply line 42a, air can be easily supplied to the air electrode 42 after impurities including salt contained in the atmosphere are removed. You can. The fuel cell 40 is, for example, a solid oxide fuel cell that operates at a high temperature of 600°C or higher and has a simple structure compared to other fuel cells because all components are made of solid and does not have problems with loss and replenishment of electrolyte and corrosion. (SOFC: Solid Oxide Fuel Cell). However, the fuel cell 40 is not limited to being formed of a solid oxide fuel cell, and the types of fuel cell 40 may be modified in various ways.

Referring to FIG. 2, the fuel cell 40 includes an anode 41 to which an anode supply line 41a is connected and an air electrode 42 to which an air electrode supply line 42a is connected, and the anode 41 and the air electrode are connected to each other. An electrolyte (43) may be interposed between (42). When the fuel cell 40 is formed as a solid oxide fuel cell, the electrolyte 43 may be made of a solid oxide such as zirconium oxide (ZrO ₂ ) or ceria (CeO ₂ ), that is, ceramic. The reformed gas supplied to the anode 41 through the anode supply line 41a and the air supplied to the cathode 42 through the cathode supply line 42a electrochemically react according to <Reaction Formula 2> below. Can generate electricity.

<Scheme 2>

H ₂ + 1/2O ₂ → H ₂ O + heat + electricity

More specifically, electrical reduction of oxygen (O ₂ ) occurs at the air electrode 42, and oxygen ions (O ^2- ) move to the fuel electrode 41. Oxygen ions (O ^2- ) move from the air electrode 42 to the anode 41 through the electrolyte 43 located between the air electrode 42 and the anode 41, and electrons (2e ^- ) move between the anode 41 and the anode 41. It moves from the fuel electrode 41 to the air electrode 42 through an electric circuit connecting the air electrode 42 to the outside. Electrical oxidation of hydrogen (H ₂ ), which is a fuel, occurs at the anode 41, and ultimately hydrogen (H ₂ ) reacts with oxygen (O ₂ ) and turns into water (H ₂ O). At the same time, direct current power is generated, and heat is also generated incidentally. The generated direct current power can be used as power for a direct current motor, or converted to alternating current power by an inverter. Electricity generated through this process can be supplied to various needs, including the propulsion motor 50 that generates propulsion.

Meanwhile, an anode discharge line 41b and an air electrode discharge line 42b may be extended from the anode supply line 41a and the air electrode supply line 42a, respectively. The anode discharge line 41b discharges the anode exhaust gas containing carbon dioxide, unreacted methane, unreacted hydrogen, and water vapor remaining after the electrical oxidation reaction of hydrogen at the anode 41 to the outside of the fuel cell 40, and the air electrode discharge line (42b) can discharge the air electrode exhaust gas containing nitrogen and unreacted oxygen remaining after the electrochemical reduction reaction of oxygen in the air electrode 42 to the outside of the fuel cell 40.

An oxidation reactor 80, which will be described later, is installed on the anode discharge line 41b, and a circulation line 41d may be branched from the anode discharge line 41b in front of the oxidation reactor 80. The circulation line 41d can circulate at least a portion of the anode exhaust gas discharged from the fuel cell 40 to the front of the reformer 30. As the circulation line 41d circulates the anode exhaust gas to the front of the reformer 30, unreacted methane contained in the anode exhaust gas can be reformed back into hydrogen in the reformer 30 and used as fuel for the fuel cell 40. . Additionally, unreacted hydrogen contained in the anode exhaust gas may be used for reaction in the fuel cell 40.

The oxidation reactor 80 can receive air electrode exhaust gas from the air electrode discharge line 42b and oxidize unreacted methane contained in the anode exhaust gas that has not been circulated to the front of the reformer 30 through the circulation line 41d into carbon dioxide. there is. The oxidation reactor 70 can oxidize unreacted methane into carbon dioxide according to <Reaction Formula 3> below.

<Scheme 3>

CH ₄ + 2O ₂ → CO ₂ + 2H ₂ O

By installing the oxidation reactor 80 on the anode discharge line 41b, it is possible to prevent methane, which has a relatively high global warming potential, from being released into the atmosphere. In particular, carbon dioxide formed by oxidation of methane can be captured in the carbon dioxide capture module 60, which will be described later, so the emission of carbon dioxide into the atmosphere can be minimized.

An economizer 90 is installed on the anode discharge line 41b at the rear of the oxidation reactor 80, and the economizer 90 can generate steam by heat exchanging seawater or fresh water with the anode discharge gas. The air electrode discharge line 42b may be joined to the anode discharge line 41b at the rear of the branch line 41c, which will be described later, via the economizer 90. As the air electrode discharge line (42b) joins the anode discharge line (41b) at the rear of the branch line (41c) via the economizer (90), it is possible to recover the waste heat of the air electrode exhaust gas and to the carbon dioxide capture module (60). By increasing the concentration of carbon dioxide in the incoming exhaust gas and increasing the carbon dioxide capture efficiency, the size of the carbon dioxide capture module 60 can be ultimately reduced and the energy consumed in operating the ship can be reduced.

A branch line (41c) is branched from the anode discharge line (41b) at the rear end of the economizer (90), and a carbon dioxide capture module (60) may be installed on the branch line (41c). Since a three-way valve type control valve (not shown) is installed at the branch point of the branch line (41c), the flow of anode exhaust gas on the anode discharge line (41b) side and the flow of anode exhaust gas on the branch line (41c) side are controlled. can be controlled simultaneously. The control valve is opened and closed by a control unit (not shown), and the control unit can adjust the flow amount of anode exhaust gas on the branch line 41c in response to greenhouse gas emission regulations that vary depending on the operating sea area. By adjusting the amount of anode exhaust gas supplied to the carbon dioxide capture module 60 in response to greenhouse gas emission regulations, the size of the carbon dioxide capture module 60 can be reduced, allowing the ship to be operated economically.

A pretreatment unit 70 is installed on the branch line 41c in front of the carbon dioxide capture module 60, and the pretreatment unit 70 can remove water vapor and impurities contained in the anode exhaust gas. For example, the pretreatment unit 70 includes a first pretreatment unit (not shown) that removes water vapor by condensing it with cold heat of LNG, and a second pretreatment unit that removes impurities such as particles using a membrane membrane. It may include (drawing symbol not shown). By removing water vapor and impurities contained in the anode exhaust gas, the pretreatment unit 70 can prevent the performance of the carbon dioxide capture module 60 using the membrane method from deteriorating. However, the pretreatment unit 70 is not limited to including the first preprocessor and the second preprocessor, and may be modified into various structures capable of removing water vapor and impurities contained in the anode exhaust gas.

The anode exhaust gas from which water vapor and impurities have been removed in the pretreatment unit 70 may be pressurized by the compressor 71 and supplied to the carbon dioxide capture module 60. The compressor 71 is installed on the branch line 41c between the pretreatment unit 70 and the carbon dioxide capture module 60, and is driven by power generated by the fuel cell 40 to pressurize the anode exhaust gas.

The carbon dioxide capture module 60 can remove carbon dioxide from the anode exhaust gas by passing the anode exhaust gas containing carbon dioxide emitted from the anode 41 through the separation membrane 61. For example, as shown in FIG. 3, the separation membrane 61 may be formed by processing a polymer material that selectively permeates carbon dioxide into a hollow fiber membrane, and the hollow fiber membrane is formed in a bundle form. It can be formed and accommodated inside the enclosure 62. The enclosure 62 is connected to branch lines 41c on both sides, and has a first area A1 adjacent to the inlet side of the separator 61 and a second area A2 adjacent to the outlet side of the separator 61. ), and a third area (A3) between the first area (A1) and the second area (A2). That is, the anode exhaust gas containing carbon dioxide that flows into the first area (A1) of the enclosure 62 through the branch line (41c) flows into the inlet side of the separator 61 and flows along the separator 61, while carbon dioxide is removed, and the carbon dioxide is discharged to the outlet side of the separation membrane 61 in a removed state, flows into the second area A2 of the enclosure 62, and then can be discharged to the outside again through the branch line 41c. Carbon dioxide removed from the anode exhaust gas is discharged to the discharge pipe 63 connected to the third area A3, compressed at high pressure by the liquefaction 120 driven by the power generated in the fuel cell 40, and then liquefied. It can be stored in the storage tank 110 as is. The liquefied carbon dioxide stored in the storage tank 110 can be stored separately in the ground or underwater or used to manufacture chemicals. However, the separation membrane 61 is not limited to being formed by processing a polymer material that selectively permeates carbon dioxide into a hollow fiber membrane, and can be modified into various structures capable of removing carbon dioxide contained in the anode exhaust gas. For example, the separation membrane 61 may be formed of a polymer membrane such as polyimide, cellulose acetate, or polysulfone, may be formed of an inorganic membrane such as alumina or silica, or may be formed of a liquid membrane.

Hereinafter, with reference to FIG. 4, the operation of the electric propulsion vessel 1 will be described in more detail.

Figure 4 is an operational diagram for explaining the operation of an electric propulsion ship.

The electric propulsion ship (1) according to the present invention supplies some of the anode exhaust gas discharged from the anode (41) of the fuel cell (40) to the membrane-type carbon dioxide capture module (60) and includes it in the anode exhaust gas. Since carbon dioxide is removed and then discharged into the atmosphere, it can easily satisfy the International Maritime Organization's greenhouse gas emission regulations. In particular, the amount of anode emissions supplied to the carbon dioxide capture module 60 is adjusted in response to greenhouse gas emission regulations that differ depending on the operating sea area, so the ship can be operated economically. In addition, the pre-processing unit 70 is installed in front of the carbon dioxide collection module 60 to remove water vapor and impurities contained in the anode exhaust gas, thereby preventing performance degradation of the carbon dioxide collection module 60. In addition, since the steam generated in the economizer 90 is supplied to various needs within the ship and used as a heat source, there is no need to operate a separate boiler for steam generation, thereby reducing energy consumption and generating additional carbon dioxide due to the operation of the boiler. The creation of can also be prevented.

Referring to FIG. 4, the liquefied natural gas stored in the fuel tank 20 is supplied to the vaporizer 100 and forcibly vaporized, and the forced vaporization gas generated in the vaporizer 100 is supplied to the reformer 30 to contain hydrogen. It is reformed with reforming gas. The reformed gas generated in the reformer 30 is supplied to the anode 41 of the fuel cell 40 through the anode supply line 41a, and the air stored externally or in the air storage tank is supplied as fuel through the cathode supply line 42a. It is supplied to the air electrode 42 of the battery 40. The fuel cell 40 generates electricity by electrochemically reacting reformed gas and air, and the generated power is supplied to the propulsion motor 50 to generate the propulsion force necessary for propulsion of the hull 10.

The anode exhaust gas containing carbon dioxide, unreacted methane, unreacted hydrogen, and water vapor remaining after the electrical oxidation reaction of hydrogen in the anode 41 is discharged to the anode discharge line 41b extending from the anode supply line 41a, and is discharged to the air electrode. The air electrode exhaust gas containing nitrogen and unreacted oxygen remaining after the electrochemical reduction reaction of oxygen in (42) is discharged to the air electrode discharge line 42b extending from the air electrode supply line 42a.

The anode exhaust gas is supplied to the oxidation reactor 80, and the oxidation reactor 80 receives a portion of the air electrode exhaust gas from the air electrode discharge line 42b and can oxidize unreacted methane contained in the anode exhaust gas into carbon dioxide. The anode exhaust gas in which unreacted methane is oxidized is supplied to the economizer 90, and the economizer 90 can generate steam by heat exchanging seawater or fresh water with the anode exhaust gas and the air electrode exhaust gas. Steam generated in the economizer 90 can be supplied to various needs within the ship. Part of the anode exhaust gas from which waste heat is recovered in the economizer 90 is branched to the branch line 41c, and the remaining part is transferred to the economizer 90. The waste heat may be combined with the recovered air electrode exhaust gas and discharged into the atmosphere through the anode discharge line 41b.

The anode exhaust gas branched through the branch line 41c is supplied to the pretreatment unit 70, and the pretreatment unit 70 can remove water vapor and impurities contained in the anode exhaust gas. The anode exhaust gas from which water vapor and impurities have been removed is pressurized by a compressor 71 driven by electricity generated in the fuel cell 40 and supplied to the carbon dioxide capture module 60. The carbon dioxide capture module 60 is a membrane type. This can remove carbon dioxide contained in the anode exhaust gas. The anode exhaust gas from which the carbon dioxide has been removed is released into the atmosphere, and the carbon dioxide captured in the carbon dioxide collection module 60 is compressed at high pressure and liquefied by the liquefyer 120 driven by the power generated by the fuel cell 40. It can be stored in the storage tank 110.

Although embodiments of the present invention have been described above with reference to the attached drawings, those skilled in the art will understand that the present invention can be implemented in other specific forms without changing its technical idea or essential features. You will be able to understand it. Therefore, the embodiments described above should be understood in all respects as illustrative and not restrictive.

1: Electric propulsion vessel
10: Hull 20: Fuel tank
30: Reformer 40: Fuel cell
41: anode 41a: anode supply line
41b: anode discharge line 41c: branch line
41d: circulation line 42: air electrode
42a: air gap supply line 42b: air gap discharge line
43: Electrolyte 50: Propulsion motor
60: Carbon dioxide capture module 61: Separation membrane
62: enclosure 63: discharge pipe
70: Preprocessing unit 71: Compressor
80: Oxidation reactor 90: Economizer
100: vaporizer 110: storage tank
120: Liquefaction

Claims (10)

hull;
A fuel tank installed on the hull and storing liquefied natural gas therein;
A reformer that receives the liquefied natural gas from the fuel tank and reforms it to produce a reformed gas containing hydrogen;
a fuel cell that generates electricity by electrochemically reacting the reformed gas supplied to the fuel electrode with the air supplied to the air electrode;
A propulsion motor that generates propulsion using electricity generated from the fuel cell, and
An electric propulsion vessel including a carbon dioxide capture module that removes carbon dioxide contained in the anode exhaust gas by passing the anode exhaust gas containing carbon dioxide emitted from the anode through a separator. According to claim 1,
an anode discharge line connected to the anode to discharge the anode exhaust gas;
It further includes a branch line branching from the anode discharge line,
The carbon dioxide capture module is an electric propulsion ship installed on the branch line. According to clause 2,
An electric propulsion vessel further comprising a pretreatment unit installed on the branch line in front of the carbon dioxide capture module to remove water vapor and impurities contained in the anode exhaust gas. According to clause 3,
The electric propulsion vessel is installed on the branch line between the pretreatment unit and the carbon dioxide capture module, and further includes a compressor that pressurizes the anode exhaust gas with power generated by the fuel cell. According to clause 2,
an air electrode discharge line connected to the air electrode to discharge air electrode exhaust gas containing nitrogen and oxygen;
An electric propulsion vessel installed on the anode discharge line in front of the branch line and further comprising an oxidation reactor that receives the air electrode exhaust gas from the air electrode discharge line and oxidizes unreacted methane contained in the anode exhaust gas into carbon dioxide. . According to clause 5,
An electric propulsion ship further comprising an economizer installed on the anode discharge line between the oxidation reactor and the branch line, and generating steam by exchanging heat with the anode exhaust gas. According to clause 6,
An electric propulsion ship in which the air electrode discharge line joins the anode discharge line at the rear end of the branch line via the economizer. According to clause 5,
An electric propulsion vessel further comprising a circulation line branched from the anode discharge line in front of the oxidation reactor to circulate the anode exhaust gas to the front of the reformer. The method of claim 1, wherein the separator is:
An electric propulsion ship formed by processing a polymer material that selectively transmits carbon dioxide into a hollow fiber membrane. According to claim 1,
It further includes a vaporizer that forcibly vaporizes the liquefied natural gas stored in the fuel tank to generate forced vaporization gas,
The reformer is an electric propulsion ship that generates the reformed gas by reforming the forced vaporization gas.

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